Brake operating means



Mardl 1934- c. E. ALMA El AL BRAKE OPERATING MEANS Filed June 3, 1932 2Sheets-Sheet 1 INVENTORS. M M

ATTORNE s March 13, 1934. c. E. ALMA ET AL 1,950,587

BRAKE OPERATING MEANS Filed June 3, 1932 2 Sheets-Sheet 2WIIIHIIXHHHHUH! "IIIIHHHI g. g Q

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BY v W a b ATTORNE s Patented Mar. 13, 1934 PATENT BRAKE OPERATINGMIEANS Carl Egon Alma, Vienna, Austria, and Heinrich Egen, Essen,Germany, assignors to Fried Krupp Aktiengesellschaft, Essen, Germany, acorporation of Germany Application June 3, 1932, Serial No. 615,150 InGermany August 19, 1931 11 Claims.

This invention relates to brake operating means for railway trains.

In applying the brakes of a long train from the locomotive, theindividual brakes of the cars are not operated simultaneously, butsuccessively, with the result that the brakes of the last car areoperated at an interval after the application of the brakes of the firstcar. As a result, the rear cars of the train which have not had theirbrakes applied bump into the cars ahead, the speed of which has beenreduced by application of their brakes. The resulting thrusts arising inthe cars in the rear section of the train as a result of this action,may prove dangerous to the cars.

An object of this invention is the provision of automatically actuatedmeans for operating the brakes of a car when its draft gear is subjectedto strains exceeding predetermined value.

Other objects, novel features andadvantages of this invention will beapparent from the following specification and accompanying drawings,wherein:

Fig. l is a longitudinal section of an embodiment of the invention, and

Fig. 2 is a view similar to Fig. l in another position of the parts.

In the drawings only the essential elements of a railway draft gear aredisclosed, the non-essentials being eliminated for the sake of clarity.The draft gear for each car comprises two rods A extendinglongitudinally of the car frame, each rod being substantially one-halfthe length of the car and each rod being provided with a coupler head a.Each rod A is provided with a pair of collars a and (7. against whichabut followers B, slidably mounted on the rod A. Springs C areinterposed between the followers B and transmit strains from the rods Ato the car structure in the well-known manner through abutments providedon the car frame for that purpose. Near its inner end each rod A has acollar a rigidly mounted thereon and followers D are slidably moimted onthe rods A between the collar a and abutments a provided at the innerend of each rod. A spring E is arranged between the followers D and isof higher resistance than the springs C. Guide rods F extend througheach collar a and the followers D, these riods being provided with nutsso that outward pull on either rod A is transmitted through thefollowers D, rods F and spring E to the remaining rod A.

Levers G are pivoted at one end to the collars a and are pivotallyconnected at their other end by a pin 9 carrying a roller g thus forminga toggle for moving the roller g upon relative movement of the collars01. A bell crank lever H is pivotally supported on the car frame by apin h and has its arm 71. extending into 00 the-path of the roller Thearm 71. of the lever H is provided with a shoulder which is engaged byone arm of the lever K, also supported by the under frame of the car.This lever K is attached to a valve T controlling a branch 05 conduit 2leading from the air brake line L and discharging to the atmosphere. Alink M is pivotedto the arm k and is provided at its free end with aslot m through which projects a pin k carried by the lever K. 1

On the link M there is provided a collar m and a follower N is attachedto the pin a spring P being arranged between the follower N andthecollar m A poll rod R is attached to the lever K for actuating the same.76

In normal train operation, the parts are in the position shown in Fig.1, the spring P being under compression and the valve T being closed.The bell crank lever H is pressed toward the roller g by the spring P,the rotation of the bell crank lever being limited by engagement of thearm n with the abutment S on the car frame. Assume now, that inward pushis applied on both rods A due to the fact that the brakes of the frontcars of the train have been applied, 35 but the brakes in the rear carshave not been applied. The spring E is compressed by the forces appliedto the rod A which move toward each other to bring the abutments a intoengagement. As the collars a move toward each other, the levers G movethe roller g into engagement with the arm 71. and when the abutments aare brought into engagement with each other, the bell crank lever H isrocked to release the lever K, which is forced by the spring P from theposition shown in Fig. 1 to the position shown in Fig. 2, therebyturning the valve T to open the branch conduit Z to atmosphere andeffect operation of the brakes.

shown in Fig. 1, merely by pulling the rod R.

Also it is obvious that by connecting the levers G to the followers D,instead of the collars a the brakes may be applied upon excessive draftstrains as distinguished from excessive bufling strains, such aspreviously referred to in description of the operation of the device.

Furthermore, it is to be understood that various modifications may bemade in the structure above described, without in any way de- The partsmay be returned to the position parting from the spirit of the inventionas defined in the accompanying claims.

We claim:

1. In combination, a car having a draft gear extending theifull lengththereof .andcomprising two relatively movable sections, a lost motionconnection between the inner ends of said sections for transmittingpulling and bufiing strains from one to the other, an air brake line,v

a valve therefor, and means controlled by relative movement of saidsections for" actuating" said valve.

2. In combination, a draft gearhaving two relatively movable sections,anair brake line, a valve therefor, resilient means'tending to open saidvalve, detent means for holding said valve in closed position, andmeansactuatedb'yrelative movement of said sections for releasing said,

detent. V

3. In combination, a car having a draft gear extending the full lengththereof'and-comprising two relatively movable sections, a lost motionconnection between the inner ends of said sections for transmittingpulling and buffing strains from one to the other, resilient meanstending to oppose relative movement of said sections, an air brake line;a valve therefor and means controlled by relative" movement of saidsections for actuating said valve.

4. In combination, a draft gear having two relatively-movable sections,an air brake line,

a .valve therefor, and a toggle connecting said relatively movablesections, and means con trolled by said toggle for actuating said'valve.

5. In combination, a draft gearhaving two relatively movable sections,resilient means tending to oppose-relative movement of said sections, anair brake line, a valve therefor, and a toggle connecting saidrelatively movable sections, and means controlled by said toggle forrelatively movable sections, an' air brake line.

a valve therefor, a valve lever, a bell crank lever havinga shoulder onone arm to engage said valve lever to hold the valve in closed position,

resilient means interposed between the secondarm of the bell crank leverand said-valve lever to open the valve when said valve =lever'isreleased by saiddetent, and a toggle carriedby said sections, saidtoggle being movable into engagement with the second arm of the bellcrank lever to rock the same and release said valve lever.

8. In combination, a draft gear having two relatively movable sections,resilient means tending to oppose relative movement of said sections, anair brake line, a valve therefor, resilient means tending to open saidvalve, detent means for holding said valve in closed position, and'atoggle connecting said sections and movableinto. engagement with saiddetent to releasethe same.

9. In combination, a draft gear having two relatively movable sections,resilient means tending to oppose relative movement of said sections, anair brake line, a valve therefor, a valve lever, a-bell crank leverhaving a shoulder on" one armto engage said valve lever to hold thevalve-in closed position, resilient means interposed between the secondarm of the bell cranklever and'said valve lever to open the valve whensaid valve lever is released by said detent,.and atoggle carried by saidsections, said. toggle being movable into engagement with the second armof the. bell crank lever to rock the same and release said valve lever.

10. In combination, a draft gear having two relatively movable sections,an air brake line, avalve therefor, a valve lever, a bell crank leverhaving a'shoulder. on one arm to engage said valve lever tohold thevalve in closed position, a link pivoted to the second arm of the bellcrank lever and having a pin and slot connection at its other'end .withsaid valve lever, an abutment on said link, resilient means interposedbetween said abutment and said valve lever, and a toggle carried .bysaid sections, said toggle being movable into engagement with the secondarm of the bell crank lever to rock the same and release said: valvelever.

11; In combination, a draft gear having two relatively, movablesections, resilient means tending to oppose relative movement of saidsections, an air brake line, a valve therefor, a

valve l ver, a bell crank lever having a shoulder on one: arm to engagesaid valve lever to hold the valve in closed position, a link pivoted tothe second arm of the bell crank lever and having a pin andslotconnection at its other end with said :valve lever, an abutment on saidlink, 1

resilient means interposed between said abutment and said valve lever,and a toggle carried by said sections,. said toggle being movable intoengagement with the second arm of the bell crank leverto rock the sameand release said valve lever.

CARL EGON ALMA. HEINRICH EGEN.

